Propelling mechanism for bicycles or similar vehicles



No. 6I0,956. Patented Sept. 20, I898. Z. T. UBIL.

PROPELLING MECHANISM FOR BIGYCLES 0R SlMlLAR VEHICLES.

(Application filed Feb. 25, 1898.)

(No Model.) 3 Sheets-Shem l.

No 6|0,956. Patented Sept. 20, I898.v

Z. T. UBIL. PROPELLING MECHANISM FOR BICYCLES 0R SIMILAR VEHICLES.

(Application filed Feb. 25, 1898.)

(No Model.) 3 Sheets-Sheet 2.

ZAOHARIAH T. UBIL, onoeoNrz, PENNSYLVANIA.

PROPELLING MECHANISM FOR B ICYCLES OR SIMILAR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 610,956, dated September 20, 1898.

Application filed February 25, 1898. Elerial No. 671,546. (No model.)

To (ZZZ whom it may concern:

Be it known that I," ZACHARIAH T. UBIL, a citizen of the United States, residing at Ogontz, in the county of Montgomery and State of Pennsylvania,have invented certain new and useful Improvements in Propelling Mechanism for Bicycles and Similar Vehicles, of which the following is a specification.

My invention has relation to a propelling mechanism for bicycles and similar vehicles which at the will of the rider may also be used to compress air for the purpose of utilizing the same as a motor or as a brake for the vehicle; and in such connection it relates particularly to the construction and arrangement of such a mechanism.

The principal objects of my invention are, first, to provide a simple and efficient mechanism for propelling the bicycle, which mech anism avoids the use of a chain; second, to provide in connection with such a mechanism means whereby during the operation of the mechanism air may be compressed and stored in the frame or suitable reservoir connected with the bicycle, and, third, to provide in connection with the propelling mechanism and air-compressing mechanism means whereby the compressed air may be used at will either as a motor power for the vehicle or as a brake. 1 r

My invention consists, first, in a propelling mechanism comprising a crankshaft operated by the treadles or pedals of the vehicle, a connecting-rod pivotally connected at one end to the c'ranlC-armfof said shaft, aninternallytoothed ring carried by the other end of said connecting-rod, a driving-shaft to which the driving-wheel of the vehicle is connected, and a pinion secured to said driving-shaft and meshing with the internally-toothed ring; second, the combination, with the propelling mechanism, of an air-compressing mechanism comprising a cylinder adapted to oscillate in the frame of the bicycle and'traversed by the connecting 'ocl of the propelling mechanism, said connecting-rod carrying a piston trav ersing said cylinder during the operation of the propelling mechanism, and said cylinder being connected to the frame or a reservoir by inlet-pipes, whereby theair compressed in saidcyli'nder may be stored in said frame or reservoir, and, third, it consists in the combination, with the propelling mechanism and air-compressing mechanism, of a valve and operating means whereby the air compressed in said cylinder of the air-compressing mechanism may be utilized at the will of the rider either as a motor power to operate the propelling mechanism oras a brake to retard the operation of said propelling mechanism.

My invention further consists of a propelling mechanism for bicycles constructed and arranged in substantially the manner hereinafter described and claimed.

The nature and scope of my invention will be more fully understood from the following description, taken in connection with the accompanying drawings, forming part hereof, in which Figure 1 is a side elevational view of a bicycle the propelling mechanism whereof embodies the main features of my invention. Fig. 2 is an enlarged side View, partly in section, showing the propelling mechanism in detail. Fig. 3 is a horizontal sectional view of Fig. 2. Fig. 4 is an enlarged side elevational view of the mechanism for operating the valve of the air-compressing cylinder. Fig. 5 is a top or plan view, partly sectioned, of the operating-handle for the mechanism shown in Fig. 4. Fig. 6 is a cross-sectional view, enlarged, of the air-compressing cylinder and of the frame or bracket in which it swings or oscillates, and also of the plug-valve controlling the various inlet and outlet ports of said cylinder. Figs. 7, 8, 9, and lOare sections taken at right angles tothe section of Fig.6 and illustrating various positions assumed by the plug-valve controlling the cylinder, Fig. 7 also showing the oscillating valve controlling the inlet and outlet ports of the cylinder. Fig. 11 is a sideelevational view, enlarged, of the plug-valve; and Fig. 12 is a horizontal sectional View, enlarged, of the trunnion and a portion of the cylinder, showing the inlet and outlet ports of said cylinder.

Referring to the drawings, a represents the crank hanger, in which. rotates the crankshaft 1), having a crank-arm b and operated by the treadles or pedals??? To the crankarm I) is pivotally connected oneend of a connccting-rod cl, the other end of which is se ception of an operating-key p.

cured to or carries an internally-toothed ring (1. On the rear axle e of the bicycle is secureda pinion e, meshing with the internallytoothed ring 01. The ring d is supported upon two idle-pinions d 01 rotating on suitable studs d carried by a plate or plates d rotating eccentrically about the shaft or axle e and between which the ring is inclosed, the ring 01 having an independent movement from the plates, as shown in Fig. 3. The plates 61 are preferably united by a pin or stud d The connecting-rod cl traverses a cylinder f, which oscillates in a frame or bracket f, substantially as shown in Figs. 2, 3, and 6-that is to say, one of the back forks d of the vehicle is formed into two pieces and united by a block or bracket f, which encircles the cylinder f. The cylinder f has a trunnion f oscillating in the block f, as shown in Figs. 6 and 7, and a trunnion f oscillating upon a set-screw f adapted to be advanced in the block f to adjust the cylinder f, so that it may oscillate freely in the block. The connecting-rod d has on that portion which traverses the cylinder f a head f forming the piston for the cylinder f.

In the trunnion f of the cylinder are formed two openings g and g, communicating, respectively, by channels g and g with the ends of the cylinder on either side of the piston f As the cylinder oscillates in the block f, the opening 9 is caused to communicate with one of two channels 77. and h, and the other opening 9 is caused to communicate with one of two channels it and 7c, formed in the block fthat is to say, as illustrated in Fig. 7, when the opening 9 communicates with the channel lithe opening g communicates with the channel and when the opening 9 communicates with the channel 72. the opening g communicates with the channel 7c. The channels h and 7t communicate with each other by a branch, and the channels h and 70 likewise communicate with each other by a similar branch.

Within the block f and at the terminal points of channels h and h is placed a plugvalve m, the interior of which is hollow and opens, as at m, to the external air, whereas the other end is squared, as at m for the re- As shown in detail at Fig. 11, the periphery of this plugvalve m is provided with an arc-shaped groove m and a longitudinal groove m communieating with both ends of the arc shaped groove m The plug-valve m is also provided with two openings m and m, extending from the interior of the plug to the periphery of the plug. The opening m forms what will hereinafter be termed an exhaust port and is indicated by full lines in Figs. 7, S, 9, and 10, whereas the opening on forms the compressor port and is indicated by dotted lines in the said figures. The block f is also provided with a perpendicular channel n, terminating above the plug-valve m and at a point intermediate of the ends of the arc-shaped and longitudinal grooves m and m This channel it communicates with a pipe at, having a check-valve "n and leading to the frame 12 of the bicycle, which frame is made air-tight. The pipe 07. may, if desired, lead to a separate reservoir (not shown) instead of to the frame a From the pipe 02, above the check-valve of, leads a branch pipe 02 which terminates in a channel n extending through the block f to the periphery of the plug-valve m to the left of the channel n. The handle or key 19 for the plug-valve m is connected, by link 10, lever 19*, pivoted at one end to the crank-hanger a, link p and arm 19, to a rock-shaft p operated by a handle 19, as illustrated in Figs. 1, 2, 4, and 5. The handle 19 is made to cocupy one of four determined positions in the turning of the shaft 10 for the reasons hereinafter described, and this is accomplished by placing beneath the handle 19 a sectorplate 19 the periphery of which has the notches 1, 2, 3, and 4. The handle 19 is pivotally connected, as at 19 to the shaft 19 so that it can be elevated or lowered irrespective of the shaft 19 and a spring 19 serves normally to depress the handle down upon the sector-plate p or into one of the recesses or notches 1 2 3 4 thereof.

In operation the rotation of the crank-shaft I) through the connecting-rod d and ring d will drive the pinion e of the driving-axle e. In the movement back and forth of the connecting-rod d the piston f will traverse the cylinder f and will compress the air at both ends thereof. To utilize this compressed air, the rider may at his pleasure through the handle p operate the plug-valve m to one of four positions. When the valve m occupies the position shown in Fig. 9, the air from the cylinder f is forced into the frame 11 after it is compressed. In this position of the valve m the channels h and h, leading from opposite ends of the cylinder through the trunnion openings g and g, communicate, respectively, with the compressor-port m and the longitudinal groove m That is to say, the channel h leads to the exhaust-port and serves to draw air into the cylinder back of the piston, while the channel It leads to thegroove m and forces air through said groove and the arc-shaped groove m to the channel n, leading to the pipe n, the groove m in this position of the valve m being directly under the channel n. Having thus pumped sufficient air through pipe at to the frame W, the check-valve n preventing the escape of said air, the rider, if he desires, may utilize this compressed air as a motor to operate the piston f by turning the valve on end of pipe n, which leads to channel n, is closed by the check-valve 72 but the channel a of branch pipe n is in open communication with the arc-shaped groove m and hence with the groove m and the channel hf Air from the frame a is thus forced through branch pipe 77, down channel It and by the movement of the trunnion f is alternately forced through ports g and g to opposite ends of cylinder f to operate the piston f.

In Fig. 10 a position is illustrated wherein the air in the cylinder f is prevented from escaping from the cylinder and acts as a cushion on either side of the piston f In this instance channels h and h are closed by valve m and the channels it and n are likewise closed.

In Fig. 8, which represents a normal position in which the cylinder is inactive, the channel it communicates with groove m which through a small branch m is also brought into communication with channel h. A constant circulation of, air is thereby produced through channels it h and the cylinderf. In this position pipes n and n are both closed.

Having thus described the nature and objects of my invention, What I claim as new, and desire to secure by Letters Patent, is-

1. In a bicycle, a propelling mechanism comprising a crankshaft, crank-arm, pedals for operating said crank-shaft, a connectingrod pivotally connected at one end to the crank-arm, an intern ally-toothed ring carried by the connecting-rod and adapted to drive the rear axle of the vehicle, a cylinder mounted to oscillate in the frame of the vehicle, and traversed by the connecting-rod, a piston formed on said connectingrod, and ports leading from the cylinder to the frame of the bicycle or other reservoir for storage of air compressed in said cylinder, substantially as and for the purposes described.

2. In a bicycle, in combination with the propelling mechanism consisting of the crankshaft, connecting-rod, internally-toothed ring and driven shaft, of an oscillating cylinder traversed by said rod, a head or piston carried by said connecting-rod and adapted to traverse the cylinder during the operation of the propelling mechanism, ports leading from the cylinder to the frame or other reservoir to convey the compressed air from the cylinder, a valve controlling said ports and mechanism for operating said valve whereby the compressed air in said frame or reservoir may be utilized at will either as a motive power to operate the propelling mechanism or as a brake for said propelling mechanism, substantially as and for the purposes described.

In testimony whereof I have hereunto set my signature in the presence of two subscribing witnesses.

ZACI-IARIAII T. UBIL.

\Vitnesses:

THOMAS M. SMITH, RICHARD O. MAXWELL. 

